Methods and system for transitioning between control modes while creeping

ABSTRACT

Systems and methods for transitioning a torque source between speed control and torque control modes during a vehicle creep mode are disclosed. In one example, torque of an electric machine is adjusted in response to a torque converter model. The torque converter model provides for a locked or unlocked torque converter clutch.

CROSS REFERENCE TO RELATED APPLICATION

The present application is a divisional of U.S. patent application Ser.No. 14/447,101, entitled “METHODS AND SYSTEM FOR TRANSITIONING BETWEENCONTROL MODES WHILE CREEPING,” filed on Jul. 30, 2014, the entirecontents of which are incorporated herein by reference for all purposes.

FIELD

The present description relates to methods and a system fortransitioning a torque source between speed control and torque controlmodes while operating a vehicle in a creep mode. The methods may beparticularly useful for hybrid vehicles that include an electric motorand an engine.

BACKGROUND AND SUMMARY

A hybrid vehicle may include an engine and an electric machine toprovide torque to propel the vehicle. The electric machine may operatemore smoothly at low speeds as compared to the engine. Therefore, it maybe desirable to operate the hybrid vehicle in an electric only modewhere the electric machine is the sole torque source when the vehicle isoperated at low speeds. One operating mode where vehicle speed is low iscreep mode. Creep mode may be a mode where driver demand torque is zeroor a small torque less than a threshold torque, vehicle speed is lessthan a threshold speed, and vehicle brakes are not applied. During creepmode, a torque source (e.g., an engine and/or an electric machine) maysupply a small amount of torque to allow the vehicle to creep at a slowspeed (e.g., less than 8 KPH) or to hold the vehicle stationary on asmall positive incline. It may be desirable to transition the torquesource between speed control mode and torque control mode while thevehicle is in creep mode based on vehicle operating conditions. However,if torque from the torque source is not supplied smoothly in thetransition from speed control mode to torque control mode, a driver mayexperience undesirable vehicle motion while the vehicle is creeping.Consequently, the driver may not experience smooth vehicle motion duringcreep.

The inventors herein have recognized the above-mentioned disadvantagesand have developed a driveline method, comprising: adjusting torque of atorque source in response to a virtual torque converter impeller speedwhen a torque converter clutch is locked.

By adjusting torque output of a torque source in response to a virtualtorque converter impeller speed, it may be possible to provide thetechnical result of improving transitions of the torque source fromspeed control mode to torque control mode during a vehicle creep mode.For example, an electric machine may be a torque source for a hybridvehicle. The electric machine may be operated in a speed control modewhile a vehicle is in a creep mode and while a torque converter clutchof a torque converter receiving torque from the electric machine is inan open state. The electric machine may be transitioned from the speedcontrol mode to a torque control mode when the torque converter clutchis locked during the vehicle creep mode to improve driveline efficiency.Electric machine torque may be adjusted during the transition based on avirtual torque converter impeller speed. The virtual torque converterimpeller speed is an input into a torque converter model that outputstorque converter impeller torque. The electric machine torque isadjusted to maintain the torque converter impeller torque so thatdriveline torque disturbances may be reduced.

The present description may provide several advantages. Specifically,the approach may improve driveline speed control mode to torque controlmode transitions. Further, the approach may provide for reduceddriveline torque disturbances. Further still, the approach may reducedegradation of driveline components.

The above advantages and other advantages, and features of the presentdescription will be readily apparent from the following DetailedDescription when taken alone or in connection with the accompanyingdrawings.

It should be understood that the summary above is provided to introducein simplified form a selection of concepts that are further described inthe detailed description. It is not meant to identify key or essentialfeatures of the claimed subject matter, the scope of which is defineduniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The advantages described herein will be more fully understood by readingan example of an embodiment, referred to herein as the DetailedDescription, when taken alone or with reference to the drawings, where:

FIG. 1 is a schematic diagram of an engine;

FIG. 2 shows an example vehicle driveline configuration;

FIG. 3 shows an example creep mode operating sequence; and

FIG. 4 shows an example method for operating a vehicle in creep mode.

DETAILED DESCRIPTION

The present description is related to improving transitioning betweenspeed control mode and torque control mode while operating a vehicle ina creep mode. Creep mode may be entered during conditions of low vehiclespeed when vehicle brakes are not applied and when driver demand torqueis low. Creep mode may be provided in a hybrid vehicle as shown in FIG.2. The hybrid vehicle may include an engine as is shown in FIG. 1. Ifthe vehicle is operating in a creep mode and a request to change fromspeed control to torque control is made, the motor or engine torquecommand may be smoothed as is shown in FIG. 3. Mode transitions from aspeed control mode to a torque control mode while operating in creepmode may be provided according to the method of FIG. 4.

Referring to FIG. 1, internal combustion engine 10, comprising aplurality of cylinders, one cylinder of which is shown in FIG. 1, iscontrolled by electronic engine controller 12. Engine 10 includescombustion chamber 30 and cylinder walls 32 with piston 36 positionedtherein and connected to crankshaft 40. Flywheel 97 and ring gear 99 arecoupled to crankshaft 40. Starter 96 includes pinion shaft 98 and piniongear 95. Pinion shaft 98 may selectively advance pinion gear 95 toengage ring gear 99. Starter 96 may be directly mounted to the front ofthe engine or the rear of the engine. In some examples, starter 96 mayselectively supply torque to crankshaft 40 via a belt or chain. In oneexample, starter 96 is in a base state when not engaged to the enginecrankshaft. Combustion chamber 30 is shown communicating with intakemanifold 44 and exhaust manifold 48 via respective intake valve 52 andexhaust valve 54. Each intake and exhaust valve may be operated by anintake cam 51 and an exhaust cam 53. The position of intake cam 51 maybe determined by intake cam sensor 55. The position of exhaust cam 53may be determined by exhaust cam sensor 57.

Fuel injector 66 is shown positioned to inject fuel directly intocylinder 30, which is known to those skilled in the art as directinjection. Alternatively, fuel may be injected to an intake port, whichis known to those skilled in the art as port injection. Fuel injector 66delivers liquid fuel in proportion to the pulse width from controller12. Fuel is delivered to fuel injector 66 by a fuel system (not shown)including a fuel tank, fuel pump, and fuel rail (not shown).

In addition, intake manifold 44 is shown communicating with turbochargercompressor 162. Shaft 161 mechanically couples turbocharger turbine 164to turbocharger compressor 162. Optional electronic throttle 62 adjustsa position of throttle plate 64 to control air flow from air intake 42to compressor 162 and intake manifold 44. In one example, a highpressure, dual stage, fuel system may be used to generate higher fuelpressures. In some examples, throttle 62 and throttle plate 64 may bepositioned between intake valve 52 and intake manifold 44 such thatthrottle 62 is a port throttle.

Distributorless ignition system 88 provides an ignition spark tocombustion chamber 30 via spark plug 92 in response to controller 12.Universal Exhaust Gas Oxygen (UEGO) sensor 126 is shown coupled toexhaust manifold 48 upstream of catalytic converter 70. Alternatively, atwo-state exhaust gas oxygen sensor may be substituted for UEGO sensor126.

Converter 70 can include multiple catalyst bricks, in one example. Inanother example, multiple emission control devices, each with multiplebricks, can be used. Converter 70 can be a three-way type catalyst inone example.

Controller 12 is shown in FIG. 1 as a conventional microcomputerincluding: microprocessor unit 102, input/output ports 104, read-onlymemory 106 (e.g., non-transitory memory), random access memory 108, keepalive memory 110, and a conventional data bus. Controller 12 is shownreceiving various signals from sensors coupled to engine 10, in additionto those signals previously discussed, including: engine coolanttemperature (ECT) from temperature sensor 112 coupled to cooling sleeve114; a position sensor 134 coupled to an accelerator pedal 130 forsensing force applied by foot 132; a position sensor 154 coupled tobrake pedal 150 for sensing force applied by foot 152, a measurement ofengine manifold pressure (MAP) from pressure sensor 122 coupled tointake manifold 44; an engine position sensor from a Hall effect sensor118 sensing crankshaft 40 position; a measurement of air mass enteringthe engine from sensor 120; and a measurement of throttle position fromsensor 58. Barometric pressure may also be sensed (sensor not shown) forprocessing by controller 12. In a preferred aspect of the presentdescription, engine position sensor 118 produces a predetermined numberof equally spaced pulses every revolution of the crankshaft from whichengine speed (RPM) can be determined.

In some examples, the engine may be coupled to an electric motor/batterysystem in a hybrid vehicle as shown in FIG. 2. Further, in someexamples, other engine configurations may be employed, for example adiesel engine.

During operation, each cylinder within engine 10 typically undergoes afour stroke cycle: the cycle includes the intake stroke, compressionstroke, expansion stroke, and exhaust stroke. During the intake stroke,generally, the exhaust valve 54 closes and intake valve 52 opens. Air isintroduced into combustion chamber 30 via intake manifold 44, and piston36 moves to the bottom of the cylinder so as to increase the volumewithin combustion chamber 30. The position at which piston 36 is nearthe bottom of the cylinder and at the end of its stroke (e.g. whencombustion chamber 30 is at its largest volume) is typically referred toby those of skill in the art as bottom dead center (BDC). During thecompression stroke, intake valve 52 and exhaust valve 54 are closed.Piston 36 moves toward the cylinder head so as to compress the airwithin combustion chamber 30. The point at which piston 36 is at the endof its stroke and closest to the cylinder head (e.g. when combustionchamber 30 is at its smallest volume) is typically referred to by thoseof skill in the art as top dead center (TDC). In a process hereinafterreferred to as injection, fuel is introduced into the combustionchamber. In a process hereinafter referred to as ignition, the injectedfuel is ignited by known ignition means such as spark plug 92, resultingin combustion. During the expansion stroke, the expanding gases pushpiston 36 back to BDC. Crankshaft 40 converts piston movement into arotational torque of the rotary shaft. Finally, during the exhauststroke, the exhaust valve 54 opens to release the combusted air-fuelmixture to exhaust manifold 48 and the piston returns to TDC. Note thatthe above is shown merely as an example, and that intake and exhaustvalve opening and/or closing timings may vary, such as to providepositive or negative valve overlap, late intake valve closing, orvarious other examples.

FIG. 2 is a block diagram of a vehicle 225 including a driveline 200.The driveline of FIG. 2 includes engine 10 shown in FIG. 1. Driveline200 may be powered by engine 10. Engine 10 may be started with an enginestarting system shown in FIG. 1 or via driveline integratedstarter/generator (DISG) 240. DISG 240 may also be referred to as anelectric machine, motor, and/or generator. Further, torque of engine 10may be adjusted via torque actuator 204, such as a fuel injector,throttle, etc.

An engine output torque may be transmitted to an input side of drivelinedisconnect clutch 236 through dual mass flywheel 215. Disconnect clutch236 may be electrically or hydraulically actuated. The downstream sideof disconnect clutch 236 is shown mechanically coupled to DISG inputshaft 237.

DISG 240 may be operated to provide torque to driveline 200 or toconvert driveline torque into electrical energy to be stored in electricenergy storage device 275. DISG 240 has a higher output torque capacitythan starter 96 shown in FIG. 1. Further, DISG 240 directly drivesdriveline 200 or is directly driven by driveline 200. There are nobelts, gears, or chains to couple DISG 240 to driveline 200. Rather,DISG 240 rotates at the same rate as driveline 200. Electrical energystorage device 275 may be a battery, capacitor, or inductor. Thedownstream side of DISG 240 is mechanically coupled to the impeller 285of torque converter 206 via shaft 241. The upstream side of the DISG 240is mechanically coupled to the disconnect clutch 236.

Torque converter 206 includes a turbine 286 to output torque to inputshaft 270. Input shaft 270 mechanically couples torque converter 206 toautomatic transmission 208. Torque converter 206 also includes a torqueconverter bypass lock-up clutch 212 (TCC). Torque is directlytransferred from impeller 285 to turbine 286 when TCC is locked. TCC iselectrically operated by controller 12. Alternatively, TCC may behydraulically locked. In one example, the torque converter may bereferred to as a component of the transmission.

When torque converter lock-up clutch 212 is fully disengaged, torqueconverter 206 transmits engine torque to automatic transmission 208 viafluid transfer between the torque converter turbine 286 and torqueconverter impeller 285, thereby enabling torque multiplication. Incontrast, when torque converter lock-up clutch 212 is fully engaged, theengine output torque is directly transferred via the torque converterclutch to an input shaft (not shown) of transmission 208. Alternatively,the torque converter lock-up clutch 212 may be partially engaged,thereby enabling the amount of torque directly relayed to thetransmission to be adjusted. The controller 12 may be configured toadjust the amount of torque transmitted by torque converter 212 byadjusting the torque converter lock-up clutch in response to variousengine operating conditions, or based on a driver-based engine operationrequest.

Automatic transmission 208 includes gear clutches (e.g., gears 1-6) 211and forward clutch 210. The gear clutches 211 and the forward clutch 210may be selectively engaged to propel a vehicle. Torque output from theautomatic transmission 208 may in turn be relayed to wheels 216 topropel the vehicle via output shaft 260. Specifically, automatictransmission 208 may transfer an input driving torque at the input shaft270 responsive to a vehicle traveling condition before transmitting anoutput driving torque to the wheels 216.

Further, a frictional force may be applied to wheels 216 by engagingwheel brakes 218. In one example, wheel brakes 218 may be engaged inresponse to the driver pressing his foot on a brake pedal (not shown).In other examples, controller 12 or a controller linked to controller 12may apply engage wheel brakes. In the same way, a frictional force maybe reduced to wheels 216 by disengaging wheel brakes 218 in response tothe driver releasing his foot from a brake pedal. Further, vehiclebrakes may apply a frictional force to wheels 216 via controller 12 aspart of an automated engine stopping procedure.

Controller 12 may be configured to receive inputs from engine 10, asshown in more detail in FIG. 1, and accordingly control a torque outputof the engine and/or operation of the torque converter, transmission,DISG, clutches, and/or brakes. As one example, an engine torque outputmay be controlled by adjusting a combination of spark timing, fuel pulsewidth, fuel pulse timing, and/or air charge, by controlling throttleopening and/or valve timing, valve lift and boost for turbo- orsuper-charged engines. In the case of a diesel engine, controller 12 maycontrol the engine torque output by controlling a combination of fuelpulse width, fuel pulse timing, and air charge. In all cases, enginecontrol may be performed on a cylinder-by-cylinder basis to control theengine torque output. Controller 12 may also control torque output andelectrical energy production from DISG by adjusting current flowing toand from field and/or armature windings of DISG as is known in the art.

When idle-stop conditions are satisfied, controller 12 may initiateengine shutdown by shutting off fuel and spark to the engine. However,the engine may continue to rotate in some examples. Further, to maintainan amount of torsion in the transmission, the controller 12 may groundrotating elements of transmission 208 to a case 259 of the transmissionand thereby to the frame of the vehicle. When engine restart conditionsare satisfied, and/or a vehicle operator wants to launch the vehicle,controller 12 may reactivate engine 10 by craning engine 10 and resumingcylinder combustion.

Thus, the system of FIGS. 1 and 2 provides for a driveline system,comprising: an engine; an electric machine; a transmission mechanicallycoupled to the electric machine, the transmission including a torqueconverter with a torque converter clutch; and a controller includingexecutable instructions stored in non-transitory memory for adjustingtorque of the engine or the electric machine in response to a virtualtorque converter impeller speed different from an actual torqueconverter impeller speed. The driveline system includes where thevirtual torque converter speed is based on operating conditions of theengine. The driveline system includes where the virtual torque converterspeed is based on operating conditions of the electric machine. Thedriveline system also includes where the operating condition is abattery state of charge. The driveline system includes where the virtualtorque converter impeller speed is determined when the torque converterclutch is locked. The driveline system includes where the torque of theengine or the electric machine is adjusted in further response to atorque converter model.

Referring now to FIG. 3, an example hybrid vehicle creep mode operatingsequence including mode transitions between speed control mode andtorque control mode is shown. The sequence of FIG. 3 may be provided bythe system of FIGS. 1 and 2 executing the method of FIG. 4. In thisexample, the engine is not operating while the vehicle is in creep modeand is decoupled from the driveline. However, the engine may be operatedin other examples.

The first plot from the top of FIG. 3 is a plot of creep state versustime. The vehicle is in a creep mode when the creep state trace is at ahigher level near the Y axis arrow. The vehicle is not in a creep modewhen the creep trace is at a lower level near the X axis. The Y axisrepresents the creep state. The X axis represents time and timeincreases from the left side of FIG. 3 to the right side of FIG. 3.

The second plot from the top of FIG. 3 is a plot of torque converterclutch (TCC) state versus time. The Y axis represents TCC state. The TCCis open when the TCC state trace is near the Y axis arrow and closedwhen the TCC state trace is near the X axis. The X axis represents timeand time increases from the left side of FIG. 3 to the right side ofFIG. 3.

The third plot from the top of FIG. 3 is a plot of DISG torque or speedcontrol mode state versus time. The Y axis represents DISG torque orspeed control state versus time. The DISG is operating in a speedcontrol mode when the trace is near the Y axis arrow. The DISG isoperating in torque control mode when the trace is near the X axis. TheX axis represents time and time increases from the left side of FIG. 3to the right side of FIG. 3.

The fourth plot from the top of FIG. 3 is a plot of battery state ofcharge (SOC) versus time. The Y axis represents battery SOC state. TheSOC is at a high level when the trace is near the Y axis arrow. The SOCis at a low level when the trace is near the X axis arrow. The X axisrepresents time and time increases from the left side of FIG. 3 to theright side of FIG. 3. The horizontal line 304 represents a low SOCthreshold.

The fifth plot from the top of FIG. 3 is a plot of commanded torqueconverter impeller torque versus time. In one example, torque converterimpeller torque may be based on driver demand torque as determined fromaccelerator pedal position and vehicle speed. The Y axis representscommanded torque converter impeller torque. The X axis represents timeand time increases from the left side of FIG. 3 to the right side ofFIG. 3.

At time T0, the vehicle is not in creep mode as indicated by the creepstate trace being at a low level. The TCC is in an open state and theDISG is in a torque control mode. The battery SOC is at a higher leveland the commanded torque converter impeller torque is being reduced froma higher level to a lower level. Such conditions may be indicative of adecelerating vehicle.

At time T1, the vehicle enters a creep mode. Creep mode may be enteredwhen driver demand torque is less than a threshold torque (e.g., zero),vehicle speed is less than a threshold speed, and when vehicle brakesare not applied. The TCC state remains open and the DISG is operating inspeed control mode. The open TCC allows the DISG to operate in speedcontrol mode so that the DISG may operate near a desired engine idlespeed in case the engine is restarted and recoupled to the DISG. Thebattery SOC is at a higher level and the commanded torque converterimpeller torque is relatively low.

At time T2, the DISG transitions into a torque control mode and thetorque converter clutch is locked. By locking the torque converter, thedriveline may operate with higher efficiency. Further, the engine and/orDISG are not operated in speed control mode when the torque converterclutch is locked because of the vehicle's large inertia may interactwith the speed controller resulting in undesirable driveline speedvariation.

The DISG torque is shown being increased to maintain torque at thetransmission input shaft since the torque converter torquemultiplication feature is suppressed. The vehicle remains in a creepmode. The commanded torque converter impeller torque increases ordecreases based on torque converter clutch state, the torque change isbased on a virtual torque converter impeller speed. The torque converterimpeller torque is filtered with a filter initialized to a value of thelast commanded torque converter impeller torque provided during the DISGspeed control mode.

At time T3, the DISG remains in torque control mode and the torqueconverter is unlocked in response to operating conditions (not shown).DISG torque is decreased to maintain a constant torque at thetransmission input shaft because DISG torque is multiplied by the torqueconverter when the torque converter clutch is opened.

At time T4, the DISG remains in torque control mode and the torqueconverter clutch is locked in response to operating conditions (notshown). The torque converter is locked and the DISG torque is increasedto maintain a constant torque at the transmission input shaft becauseDISG torque is not multiplied by the torque converter when the torqueconverter clutch is closed.

Between time T2 and time T5, the battery SOC is reduced as batterycharge powers the DISG and provides creep torque. As battery SOC isreduced, the DISG loses capacity to meet future torque demands.

At time T5, the TCC is opened and the DISG transitions from torquecontrol mode back to speed control mode in response to SOC being lessthan threshold 304. The commanded torque converter impeller torque isdecreased as the DISG transitions into speed control mode. The DISGspeed may be ramped to the new desired speed at a predetermined rate. Inone example, the new desired speed is a desired engine idle speed. TheTCC is also unlocked as the DISG transitions to speed control mode.

Between time T5 and time T6, the engine is started to provide torque tothe driveline in the presence of low SOC. Further, the engine may becoupled to the DISG by closing the driveline disconnect clutch. The TCCremains open and the vehicle remains in creep mode.

At time T6, the DISG exits creep mode in response to an increase indriver demand torque (not shown). The commanded torque converterimpeller torque also increases in response to the increasing drivedemand torque. The engine (not shown) and DISG are coupled. The TCC isin an open state to improve vehicle launch feel.

In this way, a DISG operating in speed control mode while a vehicle isin creep mode may be transitioned into operating in a torque controlmode without causing an undesirable driveline torque disturbance.Further, the driveline efficiency may be improved by locking the TCCduring creep mode to reduce torque converter losses.

Referring now to FIG. 4, a method for reducing the possibility ofdriveline torque disturbances during transitions between speed controlmode and torque control mode while a vehicle is in creep mode is shown.The method of FIG. 4 may provide the operating sequence shown in FIG. 3.Additionally, the method of FIG. 4 may be included in the system ofFIGS. 1 and 2 as executable instructions stored in non-transitorymemory.

At 402, method 400 judges if there is a request to transition from speed(N) control to torque (T) control while the vehicle is in creep mode.The vehicle may be in creep mode when vehicle speed is less than athreshold speed (e.g., 8 KPH), driver demand is less than a threshold(e.g., less than 20 N-m), and when the brake pedal is not applied. Increep mode, a small amount of torque is supplied to the driveline sothat the vehicle may be propelled at a low speed (e.g., 8 KPH) or holdvehicle position on a small positive incline. The engine and/or the DISGmay be controlled in speed or torque control. During some conditions,the DISG may be the sole torque source to the driveline by disconnectingthe engine from the driveline via the driveline disconnect clutch.During other conditions, the engine and the DISG may supply creep torqueto the driveline. And, in still other conditions, the engine may be thesole torque provider to the driveline by deactivating the DISG.

In speed control mode, the engine and/or the DISG are closed loopcontrolled to a desired driveline speed while torque is allowed to vary.For example, an actual driveline speed is subtracted from a desireddriveline speed producing a driveline speed error. The engine and/orDISG speed are adjusted based on the driveline speed error. In torquecontrol mode, engine and/or DISG torque may be open loop or closed loopcontrolled to a desired torque converter impeller torque while speed isallowed to vary. For example, an actual torque converter impeller torqueas measured or inferred is subtracted from a desired torque converterimpeller torque producing a torque converter impeller torque error. Theengine and/or DISG torque are adjusted based on the torque converterimpeller torque error.

A transition from speed control mode to torque control mode may beinitiated in response to closing a torque converter clutch to improvedriveline efficiency. Further, a transition from speed control mode totorque control mode may be allowed or inhibited in response to otherconditions such as engine temperature, ambient temperature, and roadcoefficient of friction. If method 400 judges to transition from speedcontrol to torque control during creep mode, the answer is yes andmethod 400 proceeds to 410. Otherwise, the answer is no and method 400proceeds to 404.

At 404, method 400 continues to operate the engine and/or DISG in speedcontrol mode to control torque converter impeller speed. Engine and/orDISG torque are adjusted in speed control mode to rotate the drivelineand torque converter impeller at a desired speed. The desired speed maybe empirically determined and stored in memory. The desired drivelinespeed may be indexed via engine temperature, ambient temperature, DISGtemperature, and/or other operating conditions. In one example, actualdriveline speed is subtracted from desired driveline speed to produce adriveline speed error. The engine and/or DISG torque is adjusted toachieve the desired driveline speed. For example, if actual drivelinespeed is less than desired driveline speed, DISG torque is increased toincrease driveline speed. DISG torque is increased via supplyingadditional current to the DISG. Likewise, engine torque may be increasedvia adjusting an engine torque actuator such as a throttle. Method 400proceeds to 406 after continuing to operate the engine and/or DISG inspeed control mode.

At 406, method stores the latest commanded torque converter impellertorque to memory. If the driveline is operating in electric machine onlymode where the engine is not operating, the latest commanded torqueconverter impeller torque is the latest commanded DISG torque. If thedriveline is operating in engine only mode where the electric machine isnot operating, the latest commanded torque converter impeller torque isthe latest commanded engine torque. If the driveline is operating withthe engine and the DISG providing fractional amounts of the totaltorque, the latest commanded torque converter impeller torque isallocated to the engine and the DISG according to fraction of commandedtorque converter impeller torque the engine and DISG are respectivelyallocated. The latest engine torque and DISG torque are stored to memoryalong with the latest torque converter. Method 400 proceeds to exitafter the latest torque values are stored to memory.

At 410, method 400 retrieves the last commanded torque converterimpeller torque τ_(spd) from 406 when the engine and/or DISG wereoperated in speed control mode. Additionally, the latest DISG and enginetorques may also be retrieved from memory from when the engine and/orDISG were operated in speed control mode.

At 412, method 400 judges if the torque converter clutch is open. In oneexample, method 400 may judge that a torque converter clutch is openwhen a variable in memory takes on a predetermined value (e.g., 1). Inother examples, method 400 may judge that a torque converter clutch isopened based on a pressure of a hydraulic line or a voltage or anelectrical signal. If method 400 judges that the torque converter isopen, the answer is yes and method 400 proceeds to 414. Otherwise, theanswer is no and method 400 proceeds to 416.

At 414, method 400 determines torque converter impeller torque based ona torque converter model and actual torque converter impeller andturbine speeds. The torque converter impeller torque is determined sothat the impeller torque applied when the engine and/or electric machineare in speed control mode is applied when the engine and/or electricmachine are transitioned to torque control mode. By commanding the sameamount of torque in torque control mode as was commanded in speedcontrol mode, it may be possible to make transitions between speed andtorque control modes more transparent to the driver. The torqueconverter impeller torque is determined from the following equation:

$\tau_{TC} = \left( \frac{\omega_{imp}}{K({SR})} \right)^{2}$Where τ_(TC) is the torque converter impeller torque, K is the torqueconverter capacity factor, ω_(imp) is torque converter impeller speed,and SR is the torque converter speed ratio of torque converter impellerspeed ω_(imp) to torque converter turbine speed ω_(tur). The torqueconverter K factor may be empirically determined and stored in memory ina table or function. Method 400 proceeds to 420 after the torqueconverter impeller torque is determined.

At 420, method 400 determines a final demand torque τ_(trq) that isfiltered. In one example, the filter is a low pass filter of the formτ_(trq)=G_((τ) _(TC) ₎, where G is a low pass transfer function andwhere G₀ is τ_(spd). Thus, the low pass filter is seeded with the valueτ_(spd) at the time engine and/or DISG control is transitioned fromspeed control mode to torque control mode. For example, in a discreteimplementation, the final demand torque is given byτ_(trq)(i)=α·τ_(TC)+(1−α)·τ_(spd), where α is the low pass filter timeconstant. The final demand torque is delivered to the engine and/or DISGto supply the driveline torque during creep mode.

At 416, method 400 determines fixed torque converter impeller speedbased on nominal torque converter impeller speed. The fixed torqueconverter impeller speed is a virtual torque converter impeller speedbased on conditions when the torque converter clutch is not locked.Thus, the impeller speed when the torque converter is unlocked is thebasis for determining the virtual torque converter impeller speed whenthe torque converter is locked. In one example, the virtual torqueconverter impeller speed ω′_(imp) is empirically determined based onnominal driveline idle conditions and stored in memory. For example, thevirtual torque converter impeller speed may be 400 RPM when the electricmachine is consuming X amperes of current while the driveline is idlingand not being influenced by a driver demand torque. Alternatively, thevirtual torque converter impeller speed may be 800 RPM when the amountof air inducted by the engine is Y Kg/second at a stoichiometricair-fuel ratio while the driveline is idling and not being influenced bya driver demand torque. Alternatively, the torque converter speed atdriveline idling conditions may be determined from estimated enginetorque by looking up the empirically determined torque converterimpeller speed from memory based on engine torque during creep modewhere the torque converter is unlocked. The virtual torque converterimpeller speed may be determined via indexing tables and/or functionsbased on engine and/or electric machine operating conditions.

Nominal driveline idle conditions may include when the vehicle brake isnot applied, and when the engine and/or electric machine are providing apredetermined amount of torque to the torque converter at predeterminedoperating conditions (e.g., a nominal barometric pressure and ambienttemperature). Additionally, the virtual torque converter impeller speedmay be adjusted based on changes from nominal engine spark timing, valvetiming, ambient temperature, barometric pressure, and fuel type. Forexample, the virtual torque converter impeller speed is operated on by amultiplier that is adjusted based on conditions deviating from nominalconditions and the result is an adjusted virtual torque converterimpeller speed. Method 400 proceeds to 418 after the virtual torqueconverter impeller speed is determined.

At 418, method 400 determines torque converter impeller torque based ona torque converter model and determined or virtual torque converterimpeller speed and actual torque converter turbine speed. The torqueconverter impeller torque is a same torque as the torque converterturbine torque when the torque converter clutch is locked. The torqueconverter impeller torque for the locked torque converter is determinedvia the following equation:

$\tau_{TC} = {\left( \frac{\omega_{imp}^{\prime}}{K({SR})} \right)^{2} \cdot {T_{R}\left( {SR}^{\prime} \right)}}$Where τ_(TC) is the torque converter impeller torque, ω□_(imp) is avirtual torque converter impeller speed, K is the torque convertercapacity factor, T_(R) is torque ratio curve for the torque converter,and SR′ is the torque converter speed ratio of virtual torque converterimpeller speed ω□_(imp) to torque converter turbine speed ω_(tur). Thetorque ratio curve T_(R) may be empirically determined and stored tomemory indexed by the torque converter speed ratio.

Thus, the torque converter impeller torque is determined based on avirtual torque converter impeller speed, not actual torque converterimpeller speed, when the torque converter clutch is locked. Thedetermined torque converter impeller torque includes adjustments for theloss of torque converter torque multiplication when the torque converterclutch is locked to provide a same wheel torque as when the torqueconverter is operated with an open torque converter clutch.

Thus, the method of FIG. 4 provides for a driveline method, comprising:adjusting torque of a torque source in response to a virtual torqueconverter impeller speed when a torque converter clutch is locked. Themethod includes where the torque source is a driveline integratedstarter/generator. The method also includes where the torque source isan engine.

In some examples, the method includes where the virtual torque converterimpeller speed is based on torque output of an engine when the torqueconverter clutch is unlocked. The method also includes where the virtualtorque converter impeller speed is based on torque output of a drivelineintegrated starter/generator when the torque converter clutch isunlocked. The method further comprises adjusting the torque of thetorque source in response to a speed ratio of the virtual torqueconverter impeller speed and actual torque converter turbine speed. Themethod further comprises adjusting the torque of the torque source inresponse to a torque ratio of a torque converter.

The method of FIG. 4 also provides for a driveline method, comprising:operating a torque source in a speed control mode during a vehicle creepmode while a clutch of a torque converter is open; and transitioningoperating the torque source from the speed control mode to a torquecontrol mode and locking the clutch during the vehicle creep mode inresponse to a vehicle operating condition. The method further comprisesadjusting torque of a torque source in response to a virtual torqueconverter impeller speed when a torque converter clutch is locked. Themethod includes where the virtual torque converter impeller speed isbased on operating conditions of a driveline integratedstarter/generator. The method also includes where the virtual torqueconverter impeller speed is based on operating conditions of an engine.

In some examples, the method further comprises adjusting torque of atorque source in response to torque converter impeller speed when atorque converter clutch is unlocked. The method further comprisesadjusting torque of the torque source in the torque control mode inresponse to a filtered torque. The method includes where the filteredtorque is based on a torque when the torque source operated in the speedcontrol mode.

As will be appreciated by one of ordinary skill in the art, the methodsdescribed in FIG. 4 may represent one or more of any number ofprocessing strategies such as event-driven, interrupt-driven,multi-tasking, multi-threading, and the like. As such, various steps orfunctions illustrated may be performed in the sequence illustrated, inparallel, or in some cases omitted. Likewise, the order of processing isnot necessarily required to achieve the objects, features, andadvantages described herein, but is provided for ease of illustrationand description. Although not explicitly illustrated, one of ordinaryskill in the art will recognize that one or more of the illustratedsteps or functions may be repeatedly performed depending on theparticular strategy being used. Further, the described actions,operations, methods, and/or functions may graphically represent code tobe programmed into non-transitory memory of the computer readablestorage medium in the engine control system.

This concludes the description. The reading of it by those skilled inthe art would bring to mind many alterations and modifications withoutdeparting from the spirit and the scope of the description. For example,I3, I4, I5, V6, V8, V10, and V12 engines operating in natural gas,gasoline, diesel, or alternative fuel configurations could use thepresent description to advantage.

The invention claimed is:
 1. A method, comprising: adjusting torque of atorque source in a driveline including an electric machine in responseto a virtual torque converter impeller speed when a torque converterclutch is locked, the virtual torque converter impeller speed based onoperating conditions of the electric machine including a battery stateof charge.
 2. The method of claim 1, where the torque source is adriveline integrated starter/generator.
 3. The method of claim 1, wherethe torque source is an engine.
 4. The method of claim 1, where thevirtual torque converter impeller speed is based on torque output of anengine determined when the torque converter clutch is unlocked.
 5. Themethod of claim 1, where the virtual torque converter impeller speed isbased on torque output of a driveline integrated starter/generator whenthe torque converter clutch is unlocked.
 6. The method of claim 1,further comprising adjusting the torque of the torque source in responseto a speed ratio of the virtual torque converter impeller speed and anactual torque converter turbine speed.
 7. The method of claim 1, furthercomprising adjusting the torque of the torque source in response to atorque ratio of a torque converter.
 8. A driveline system, comprising:an engine; an electric machine; a transmission mechanically coupled tothe electric machine, the transmission including a torque converter witha torque converter clutch; and a controller including executableinstructions stored in non-transitory memory for adjusting torque of theengine or the electric machine in response to a virtual torque converterimpeller speed different from an actual torque converter impeller speed,wherein the virtual torque converter impeller speed is based onoperating conditions of the electric machine including a battery stateof charge.
 9. The driveline system of claim 8, where the virtual torqueconverter impeller speed is based on operating conditions of the engine.10. The driveline system of claim 8, where the virtual torque converterimpeller speed is determined when the torque converter clutch is locked.11. The driveline system of claim 8, where the torque of the engine orthe electric machine is adjusted in further response to a torqueconverter model.